EP0968896B1 - Verfahren zum Ablassen von Luft von der Regelvorrichtung für den hydraulischen Bremsdruck eines Fahrzeugs. - Google Patents

Verfahren zum Ablassen von Luft von der Regelvorrichtung für den hydraulischen Bremsdruck eines Fahrzeugs. Download PDF

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Publication number
EP0968896B1
EP0968896B1 EP99108510A EP99108510A EP0968896B1 EP 0968896 B1 EP0968896 B1 EP 0968896B1 EP 99108510 A EP99108510 A EP 99108510A EP 99108510 A EP99108510 A EP 99108510A EP 0968896 B1 EP0968896 B1 EP 0968896B1
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EP
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Prior art keywords
master cylinder
wheel brake
driving
valve means
hydraulic pressure
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EP99108510A
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English (en)
French (fr)
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EP0968896A3 (de
EP0968896A2 (de
Inventor
Genichi Gomi
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Astemo Ltd
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Nissin Kogyo Co Ltd
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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
    • B60T8/34—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T17/00—Component parts, details, or accessories of power brake systems not covered by groups B60T8/00, B60T13/00 or B60T15/00, or presenting other characteristic features
    • B60T17/18—Safety devices; Monitoring
    • B60T17/22—Devices for monitoring or checking brake systems; Signal devices
    • B60T17/221—Procedure or apparatus for checking or keeping in a correct functioning condition of brake systems
    • B60T17/222—Procedure or apparatus for checking or keeping in a correct functioning condition of brake systems by filling or bleeding of hydraulic systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
    • B60T8/34—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition
    • B60T8/48—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition connecting the brake actuator to an alternative or additional source of fluid pressure, e.g. traction control systems
    • B60T8/4809—Traction control, stability control, using both the wheel brakes and other automatic braking systems
    • B60T8/4827—Traction control, stability control, using both the wheel brakes and other automatic braking systems in hydraulic brake systems
    • B60T8/4863—Traction control, stability control, using both the wheel brakes and other automatic braking systems in hydraulic brake systems closed systems
    • B60T8/4872—Traction control, stability control, using both the wheel brakes and other automatic braking systems in hydraulic brake systems closed systems pump-back systems

Definitions

  • the present invention generally relates to a method of purging air from a braking hydraulic pressure control system for a vehicle and, more particularly, to such a method for a system which is capable of anti-lock brake control and traction control over driving-wheel brakes.
  • a switching valve means is actuated during normal braking operation.
  • a hydraulic passage connected to the discharge port of a pump is connected to a master cylinder, and an open passage connected to an inlet port of the pump is shut off from the master cylinder.
  • the switching valve means is actuated so that the open passage is connected to the master cylinder and the hydraulic passage is shut off from the master cylinder.
  • a three-port, two-position electromagnetic switching valve capable of switching between the following two position has been employed as a switching valve means in the prior art.
  • the master cylinder In the first position, the master cylinder is connected to the hydraulic passage, but is shut off from the open passage.
  • In the second position, the master cylinder In the second position, the master cylinder is connected to the open passage, but is shut off from the hydraulic passage. Consequently, in order to draw a vacuum, the three-port, two-position electromagnetic switching valve needs to be switched in two stages. In other words, a first vacuum is drawn when the three-port, two-position electromagnetic switching valve is positioned so that the master cylinder is connected to the hydraulic passage, but shut off from the open passage.
  • Air can then be removed from the hydraulic pressure system between the driving-wheel brake and the master cylinder, and between the discharge port of the pump and the master cylinder.
  • the three-port, two-position electromagnetic switching valve is then switched so that the master cylinder is connected to the open passage, but shut off from the hydraulic passage.
  • a second vacuum is drawn from the hydraulic pressure system among the inlet port of the pump, the reservoir and the master cylinder.
  • DE 44 25 578 Al discloses a method of operating an anti-lock automotive vehicle brake system for driving stability control and/or traction slip control including a brake power booster operable irrespective of the driver's wish.
  • US 5,505,529 shows a hydraulic brake system with pressure-closed, gravity-opened check valves. Said system has a bypass for purging air from a braking hydraulic pressure control system.
  • Another object of the present invention is to improve the way in which air is removed from the hydraulic pressure system.
  • Another object of the invention is to allow the use of simpler air-removing equipment during the air-removal process.
  • the closed-type electromagnetic valves When the work of removing air is done by drawing a vacuum in the direction of the master cylinder prior to the filing of brake fluid, the closed-type electromagnetic valves are excited and opened. A connection is therefore established between the front wheel brake and the master cylinder; between the discharge port of the pump and the master cylinder; and among the inlet port of the pump, the reservoir and the master cylinder. Therefore, removal of air can be made at a time by drawing a vacuum in the hydraulic pressure system related to the driving-wheel brake, thus improving the ability to remove air from the system. Moreover, the air-removing equipment can also be simplified because it is unnecessary to switch the operation of the switching valve means during the air-removing work.
  • a driven-wheel control valve means serves for controlling hydraulic pressure in driven-wheel brakes by switching on and off the communication between the master cylinder and the driven-wheel brakes, and between the driven-wheel brakes and the respective reservoirs. Having this control valve means also improves the ability to remove air from the system since air can be removed from the hydraulic pressure system related to the driven-wheel brake simultaneously when air is removed from the hydraulic pressure system related to the driving-wheel brake.
  • FIGS 1 and 2 show a preferred embodiment of the present invention.
  • a tandem type master cylinder M comprises a reservoir R, a first piston 3 whose front end faces a first hydraulic chamber 1, a second piston 4 whose front end faces a second hydraulic chamber 2 formed between the first piston 3 and second piston 4, and a first output port 5 and a second output port 6 respectively connected to the first hydraulic chamber 1 and second hydraulic chamber 2.
  • the force of stepping on brake pedal P is amplified by an amplifying means such as a negative pressure booster 7 before being transmitted to the second piston 4.
  • an amplifying means such as a negative pressure booster 7
  • the first piston 3 also advances in proportion to the increase in pressure in hydraulic chamber 2, whereby the hydraulic pressure in the first hydraulic chamber 1 is increased.
  • the first output port 5 of the master cylinder M corresponds to a right rear wheel brake B RR as a driven-wheel brake and a left front wheel brake B FL as a driving-wheel brake.
  • the output port 6 of the master cylinder M corresponds to a left rear wheel brake B RL as a driven-wheel brake and a right front wheel brake B FR as a driving-wheel brake.
  • the braking hydraulic pressure from first output port 5 is controlled by a driven-wheel control valve means 8 RR .
  • the braking hydraulic pressure from the driven-wheel control valve means 8 RR is reduced by a proportional pressure reducing valve 9 RR and the reduced hydraulic pressure acts on the right rear wheel brake B RR .
  • the braking hydraulic pressure from the first output port 6 is controlled by a driven-wheel control valve means 8 RL .
  • the braking hydraulic pressure from the driven-wheel control valve means 8 RL is reduced by a proportional pressure reducing valve 9 RL .
  • the reduced hydraulic pressure acts on the right rear wheel brake B RL .
  • the output port 5 of the master cylinder M is connected to a first hydraulic passage 10 1 corresponding to the left front wheel brake B FL .
  • the hydraulic pressure in the first hydraulic passage 10 1 controlled by a driving-wheel control valve means 8 FL , acts on the left front wheel brake B FL .
  • the output port 6 of the master cylinder M is connected to a second hydraulic passage 10 2 corresponding to the right front wheel brake B FR .
  • the hydraulic pressure in the second hydraulic passage 10 2 controlled by a driving-wheel control valve means 8 FR , acts on the right front wheel brake B FR .
  • first output port 5 may also be connected to a first open passage 12 1 via a first switching valve means 11 1 .
  • second output port 6 may also be connected to a second open passage 12 2 via a second switching valve means 11 2 .
  • the control valve means 8 FL , 8 FR , 8 RL and 8 RR are comprised of opened-type electromagnetic valves 14, closed-type electromagnetic valves 15, and one-way valves 16, respectively.
  • an opened-type electromagnetic valve 14 is positioned between the first output port 5 of the master cylinder M and the proportional pressure reducing valve 9 RR .
  • a closed-type electromagnetic valve 15 is positioned between the proportional pressure reducing valve 9 RR and the first reservoir 13 1 .
  • one-way valve 16 is connected in parallel with the opened-type electromagnetic valve 14.
  • One-way valve 16 allows the circulation of brake fluid toward the first output port 5.
  • an opened-type electromagnetic valve 14 is positioned between the first hydraulic passage 10 1 and the left front wheel brake B FL .
  • a closed-type electromagnetic valve 15 is positioned between the front wheel brake B FL and the first reservoir 13 1 for common use with the driven-wheel control valve means 8 RR and the left front wheel brake B FL .
  • one-way valve 16 is connected in parallel with opened-type electromagnetic valve 14. One-way valve 16 allows brake fluid to circulate towards the first hydraulic passage 10 1 .
  • an opened-type electromagnetic valve 14 is positioned between the second output port 6 of the master cylinder M and the proportional pressure reducing valve 9 RL .
  • a closed-type electromagnetic valve 15 is positioned between the proportional pressure reducing valve 9 RL and the second reservoir 13 2 .
  • one-way valve 16 is connected in parallel with the opened-type electromagnetic valve 14. The one-way valve 16 allows brake fluid to circulate towards the second output port 6.
  • an opened-type electromagnetic valve 14 is positioned between the second hydraulic passage 10 2 and the right front wheel brake B FR .
  • a closed-type electromagnetic valve 15 is provided between the second reservoir 13 2 for common use with the driven-wheel control valve means 8 RL and the right front wheel brake B FR .
  • one-way valve 16 is connected in parallel with the opened-type electromagnetic valve 14. The one-way valve 16 allows brake fluid to circulate towards the second hydraulic passage 10 2 .
  • First reservoir 13 1 is connected to the inlet port of a first pump 19 1 via a first inlet passage 17 1 and first suction valve 18 1 .
  • Second reservoir 13 2 is connected to the inlet port of a second pump 19 2 via a second inlet passage 17 2 and second suction valve 18 2 . Both the pumps 19 1 and 19 2 are driven by common motor 23.
  • the discharge port of first pump 19 1 is connected to the first hydraulic passage 10 1 via a first discharge valve 20 1 , a first damper 21 1 and first throttle 22 1 .
  • the discharge port of second pump 19 2 is connected to second hydraulic passage 10 2 via second discharge valve 20 2 , second damper 21 2 , and second throttle 22 2 .
  • First switching valve means 11 1 includes an opened-type electromagnetic valve 24 1 provided between first output port 5 of the master cylinder M and first hydraulic passage 10 1 , and a closed-type electromagnetic valve 25 1 provided between first output port 5 and open passage 12 1 .
  • a first relief valve 26 1 which allows brake fluid to circulate from the first hydraulic passage 10 1 toward the first output port 5, is connected in parallel with opened-type electromagnetic valve 24 1 .
  • a first bypass valve 27 1 which allows brake fluid to circulate from the first output port 5 toward the first hydraulic passage 10 1 , is connected in parallel with opened-type electromagnetic valve 24 1 .
  • the second switching valve means 11 2 includes an opened-type electromagnetic valve 24 2 positioned between the second output port 6 of the master cylinder M and the second hydraulic passage 10 2 , and a closed-type electromagnetic valve 25 2 positioned between the second output port 6 and the open passage 12 2 .
  • a second relief valve 26 2 which allows brake fluid to circulate from the second hydraulic passage 10 2 toward the second output port 6, is connected in parallel with opened-type electromagnetic valve 24 2 .
  • a second bypass valve 27 2 which allows brake fluid to circulate from the second output port 6 toward the second hydraulic passage 10 2 , is connected in parallel with opened-type electromagnetic valve 24 2 .
  • First relief valve 26 1 and second relief valve 26 2 are used to prevent the hydraulic pressure in hydraulic passages 10 1 and 10 2 from becoming higher than the pressure that opened-type electromagnetic valve 24 1 and opened-type electromagnetic valve 24 2 , respectively, are designed to withstand in their shut-off condition.
  • the pressure for opening both the relief valves 26 1 and 26 2 is set at a relatively large value (e.g., 70 kg/cm 2 ).
  • traction control is exerted when brake pedal P is stepped on and opened-type electromagnetic valves 24 1 and 24 2 are in the shut-off condition.
  • First and second bypass valves 27 1 and 27 2 open in response to a hydraulic pressure that is 1 kg/cm 2 higher than the hydraulic pressure in the hydraulic passages 10 1 and 10 2 , as pumps 19 1 and 19 2 operate. Consequently, the output hydraulic pressure of master cylinder M acts on the left and right front wheel brakes B FL and B FR .
  • First and second open passages 12 1 and 12 2 are connected to respective first and second inlet passages 17 1 and 17 2 between first check valve 28 1 and second check valve 28 2 and their respective reservoirs 13 1 and 13 2 .
  • First check valve 28 1 and second check valve 28 2 prevent brake fluid from flowing towards the respective reservoirs 13 1 and 13 2 , and are positioned between the joint that open passages 12 1 and 12 2 form with first 17 1 and second 17 2 inlet passages, and first 13 1 and second 13 2 reservoirs, respectively.
  • Opened-type electromagnetic valves 14 and the closed-type electromagnetic valves 15 of the respective control valve means 8 FL , 8 FR , 8 RL and 8 RR remain demagnetized during normal braking operation.
  • Opened-type electromagnetic valves 24 1 and 24 2 and closed-type electromagnetic valves 25 1 and 25 2 of switching valve means 11 1 and 11 2 also remain demagnetized.
  • the braking hydraulic pressure from the first output port 5 of master cylinder M when brake pedal 8 RR is stepped on acts on not only the left front wheel brake B FL but also the right rear wheel brake B RR via proportional pressure reducing valve 9 RR .
  • the braking hydraulic pressure from first output port 6 of master cylinder M acts on not only the right front wheel brake B FR but also the left rear wheel brake B RL via proportional pressure reducing valve 9 RL .
  • the de-energization and excitation of opened-type electromagnetic valve 14 and closed-type electromagnetic valve 15 are controlled by the control valve means (i.e., 8 FL , 8 FR , 8 RL or 8 RR ) corresponding to the wheel (B FL , B FR , B RL , B RR , respectively) which is about to become locked. Accordingly, the wheel does not lock as the reduction, holding and intensification of the braking hydraulic pressure are controlled.
  • opened-type electromagnetic valves 24 1 and 24 2 and closed-type electromagnetic valves 25 1 and 25 2 of both switching valve means 11 1 and 11 2 are excited. Consequently, hydraulic passages 10 1 and 10 2 are shut-off from the master cylinder M, inlet ports of pumps 19 1 and 19 2 are connected to master cylinder M, and motor 23 operates to start the discharge operation of the pumps 19 1 and 19 2 .
  • opened type electromagnetic valve 14 and closed-type electromagnetic valve 15 on the side corresponding to the front wheel which is about to undergo the over-slipping are de-energized and excited to control the intensification, holding and reduction of the braking hydraulic pressure. Opened-type electromagnetic valve 14 corresponding to the front wheel which is unlikely to undergo over-slipping is energized and shut. Consequently, the front wheel which would have otherwise slipped when no braking operation performed is braked and thus prevented from slipping.
  • the second switching valve means 11 1 and 11 2 includes the opened-type electromagnetic valves 24 1 and 24 2 positioned between output ports 5 and 6 of master cylinder M and the hydraulic passages 10 1 and 10 2 , and the closed-type electromagnetic valves 25 1 and 25 2 positioned between the output ports 5 and 6 and the open passages 12 1 and 12 2 , respectively, it is also possible to improve operation of the vacuum-drawing prior to filling the brake fluid and to simplify the air-removing equipment.
  • filling machine 30 is connected to a reservoir R attached to master cylinder M when master cylinder M is filled with brake fluid. Prior to filling master cylinder M with brake fluid, a vacuum is drawn toward master cylinder M.
  • Closed-type electromagnetic valves 25 1 and 25 2 in the respective switching valve means 11 1 and 11 2 are excited and opened when the vacuum-drawing work is done.
  • the closed-type electromagnetic valves 25 1 and 25 2 are opened, the left and right front wheel brakes B FL and B FR as the driving-wheel brakes, and master cylinder M are connected.
  • the discharge ports of the pumps 19 1 and 19 2 and master cylinder M are also connected, as are inlet ports of the pumps 19 1 and 19 2 , reservoirs 13 1 and 13 2 and master cylinder M. Therefore, the air-removing or vacuum-drawing in the direction of the master cylinder M can be done simultaneously in the hydraulic pressure system for left and right front wheel brakes B FL and B FR , respectively. It is thus easier to remove air from the braking system since it is unnecessary to utilize switching valve means 11 1 and 11 2 when air is being removed. Therefore, equipment utilized to remove the air can also be simplified.
  • the air-removing work in the hydraulic pressure system pertaining to the left and right rear wheel brakes B RL and B RR can simultaneously be done when the air-removing or vacuum-drawing work is done for driving-wheel brakes B FL and B FR with the effect of improving the ability to remove air from the entire system.
  • Control valve means 8 FL and 8 FR may also control the switching between communicating and shut-off states between hydraulic passages 10 1 and 10 2 and the respective left and right front wheel brakes B FL and B FR , and between the left and right front wheel brakes B FL and B FR and the respective reservoirs 13 1 and 13 2 .
  • Another advantage the present invention provides is that air can be removed from the hydraulic pressure system related to the driven-wheel brakes B RR and B RL simultaneously when air is removed from the hydraulic pressure system related to the driving-wheel brakes B FL and B FR .

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Physics & Mathematics (AREA)
  • Fluid Mechanics (AREA)
  • Regulating Braking Force (AREA)
  • Braking Systems And Boosters (AREA)
  • Valves And Accessory Devices For Braking Systems (AREA)

Claims (5)

  1. Verfahren zum Ablassen von Luft aus einem Hydraulikdruck-Bremssteuersystem für ein Fahrzeug, mit den folgenden Schritten:
    Ein- und Ausschalten der Verbindung zwischen einem Master-Zylinder (M) und einem ersten Hydraulikkanal (101) und zwischen dem Master-Zylinder (M) und einem ersten offenen Kanal (121), und zwar mittels eines ersten Schaltventilmittels (111), von dem ein erster Bereich zwischen dem Master-Zylinder (M) und dem ersten Hydraulikkanal (101) und ein zweiter Bereich zwischen dem Master-Zylinder (M) und dem ersten offenen Kanal (121) positioniert ist,
    Ein- und Ausschalten der Verbindung zwischen dem Master-Zylinder (M) und einem zweiten Hydraulikkanal (102) und zwischen dem Master-Zylinder (M) und einem zweiten offenen Kanal (122) mittels eines zweiten Schaltventilmittels (112), von dem ein erster Bereich zwischen dem Master-Zylinder (M) und dem zweiten Hydraulikkanal (102) positioniert ist und ein zweiter Bereich zwischen dem Master-Zylinder (M) und dem zweiten offenen Kanal (122),
    Anregen und Öffnen des zweiten Bereichs des ersten (111) und des zweiten Schaltventilmittels (112), wenn Luft durch Ziehen eines Vakuums in Richtung des Master-Zylinders (M) vor dem Füllen des Bremsfluids entfernt wird,
    Vorsehen einer Verbindung zwischen einer Radbremse und dem Master-Zylinder (M), zwischen Auslassöffnungen einer ersten (191) und einer zweiten Pumpe (192) und dem Master-Zylinder (M), wenn zweite Bereiche des ersten (111) und des zweiten Schaltventilmittels (112) angeregt und geöffnet werden, und
    Schaffen einer Verbindung zwischen den Einlassöffnungen der ersten (191) und der zweiten Pumpe (192), einem Reservoir (R) und dem Master-Zylinder (M), wenn die zweiten Bereiche des ersten (111) und des zweiten Schaltventilmittels (112) angeregt und geöffnet werden,
       wobei die Einlassöffnung der ersten Pumpe (191) mit einem Reservoir (131) verbunden ist, eine Auslassöffnung der ersten Pumpe (191) mit dem ersten Hydraulikkanal (101) verbunden ist, eine Einlassöffnung der zweiten Pumpe (192) mit einem zweiten Reservoir (132) verbunden ist, und eine Auslassöffnung der zweiten Pumpe (192) mit dem zweiten Hydraulikkanal (102) verbunden ist.
  2. Verfahren nach Anspruch 1, weiter mit den folgenden Schritten:
    Ansteuern des Hydraulikdrucks in einer ersten Antriebsradbremse (BFL) durch Ein- und Ausschalten der Verbindung zwischen dem ersten Hydraulikkanal (101) und einer ersten Antriebsradbremse (BFL), und zwischen der ersten Antriebsradbremse (BFL) und einem ersten Reservoir (R) und der ersten Pumpe (191), mittels eines ersten Antriebsradsteuerventilmittels (8FL), von dem ein erster Bereich zwischen dem ersten Hydraulikkanal (101) und der ersten Antriebsradbremse (BFL) positioniert ist und ein zweiter Bereich zwischen der ersten Antriebsradbremse (BFL) und dem ersten Reservoir (R), und
    Ansteuern des Hydraulikdrucks zu einer zweiten Antriebsradbremse (BFR) durch Ein- und Ausschalten der Verbindung zwischen dem zweiten Hydraulikkanal (102) und einer zweiten Antriebsradbremse (BFR), und zwischen der zweiten Antriebsradbremse (BFR) und einem zweiten Reservoir (R) und der zweiten Pumpe (192), mittels eines zweiten Antriebsradsteuerventilmittels (8FR), von dem ein erster Bereich zwischen dem zweiten Hydraulikkanal (102) und der zweiten Antriebsradbremse (BFR) positioniert ist und ein zweiter Bereich zwischen der zweiten Antriebsradbremse (BFR) und dem zweiten Reservoir (R).
  3. Verfahren nach Anspruch 1, bei welchem außerdem ein Überdruckventil parallel mit dem ersten Bereich des ersten (111) und des zweiten Schaltventilmittels (112) und ein Umgehungsventil parallel mit dem zweiten Bereich des ersten (111) und des zweiten Schaltventilmittels (112) so vorgesehen wird, dass Fluid dort hindurchströmen kann.
  4. Verfahren nach Anspruch 1, bei welchem außerdem ein Einwegventil parallel mit dem ersten Bereich des ersten (111) und des zweiten Schaltventilmittels (112) so vorgesehen wird, dass Fluid dort hindurchströmen kann.
  5. Verfahren nach Anspruch 1, weiter mit den folgenden Schritten:
    Steuern des Hydraulikdrucks in einer ersten Passivradbremse (BRL) durch Ein- und Ausschalten der Verbindung zwischen dem Masterzylinder (M) und der ersten Passivradbremse (BRL), und zwischen der ersten Passivradbremse (BRL) und dem ersten Reservoir (R), mittels eines ersten Passivradsteuerventilmittels (8RL), von dem ein erster Bereich zwischen dem Masterzylinder (M) und einem ersten Proportionaldruck-Verminderungsventil (9RL), das angrenzend an die erste Passivradbremse (BRL) vorgesehen ist, und ein zweiter Bereich zwischen dem ersten Proportionaldruck-Verminderungsventil (9RL) und dem ersten Reservoir (R) vorgesehen ist, und
    Ansteuern des Hydraulikdrucks zu einer zweiten Passivradbremse (BRR) durch Ein- und Ausschalten der Verbindung zwischen dem Masterzylinder (M) und der zweiten Passivradbremse (BRR), und zwischen der zweiten Passivradbremse (BRR) und dem zweiten Reservoir (R), mittels eines zweiten Passivradsteuerventilmittels (8RR), von dem ein erster Bereich zwischen dem Masterzylinder (M) und einem zweiten Proportionaldruck-Verminderungsventil (9RR), das angrenzend an die zweite Passivradbremse (BRR) vorgesehen ist, und ein zweiter Bereich zwischen dem zweiten Proportionaldruck-Verminderungsventil (9RR) und dem zweiten Reservoir (R) vorgesehen ist.
EP99108510A 1998-07-01 1999-05-03 Verfahren zum Ablassen von Luft von der Regelvorrichtung für den hydraulischen Bremsdruck eines Fahrzeugs. Expired - Lifetime EP0968896B1 (de)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP10185958A JP2000016267A (ja) 1998-07-01 1998-07-01 車両のブレーキ液圧制御装置
JP18595898 1998-07-01

Publications (3)

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EP0968896A2 EP0968896A2 (de) 2000-01-05
EP0968896A3 EP0968896A3 (de) 2003-01-15
EP0968896B1 true EP0968896B1 (de) 2005-03-23

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EP99108510A Expired - Lifetime EP0968896B1 (de) 1998-07-01 1999-05-03 Verfahren zum Ablassen von Luft von der Regelvorrichtung für den hydraulischen Bremsdruck eines Fahrzeugs.

Country Status (4)

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US (1) US6196365B1 (de)
EP (1) EP0968896B1 (de)
JP (1) JP2000016267A (de)
DE (1) DE69924323T2 (de)

Families Citing this family (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2000016267A (ja) * 1998-07-01 2000-01-18 Nissin Kogyo Kk 車両のブレーキ液圧制御装置
KR100402275B1 (ko) * 2000-01-22 2003-10-22 주식회사 만도 안티록 브레이크 시스템
DE10138125A1 (de) * 2001-08-03 2003-02-13 Bosch Gmbh Robert Verfahren zur Entgasung einer hydraulischen Fahrzeugbremsanlage
KR20030026012A (ko) * 2001-09-24 2003-03-31 주식회사 만도 차량용 브레이크 트랙션 콘트롤 시스템
DE102004061811B4 (de) * 2004-12-22 2017-12-21 Robert Bosch Gmbh Drucksystem mit wenigstens zwei Druckkreisen
US9016805B2 (en) * 2009-02-03 2015-04-28 Kelsey-Hayes Company Hydraulic brake system with controlled boost
KR101187196B1 (ko) * 2010-07-28 2012-10-02 주식회사 만도 브레이크 시스템
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JP2000016267A (ja) 2000-01-18
US6196365B1 (en) 2001-03-06
DE69924323D1 (de) 2005-04-28
DE69924323T2 (de) 2006-01-12
EP0968896A2 (de) 2000-01-05

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